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Prepares for Last Season in Summer The Georgetown Loop Railroad Inc. After reaching an impasse with the Colorado Historical Society, we will finish our contract through the summer season. The railroad will re-open on May 29th and run daily through October 3rd, On behalf of all of us here at the "Loop," we wish to extend a warm "Thank You" to all of our guests from around the world who have helped make this railroad so successful and a pleasure to operate.

We hope to see many of you this summer! Of course, we are now taking reservations online, or give us a ring at: or inside area code The scenic train takes passengers through the spectacular Royal Gorge. This same train also has the only gourmet dinner and lunch trains in the state. Help Save the Georgetown Loop Railroad! We appreciate the outpouring of support from our guests. Thank You! RailAmerica's engineering department completed a study last year and found that 1, of their track miles had pound rail. To accommodate the newer , pound cars, it has to be heavier than lb. Winston Link Museum, seems to be a success.

There are of Link's photos, interactive exhibits, railroad artifacts, and some of Link's personal effects. A new Amtrak train station planned for Paradise Township should be built and ready for passengers by this time next year, county officials. The long- lanned Paradise Rail Station will be built on the east side of the Route 30 bridge over Amtrak's right of way on 1.

The station will be accessible from the south side of Route 30, opposite the Keim Chevrolet dealership. The station will be unmanned, but there will be plenty of lighting for its eastbound and westbound foot-long covered platforms. The platforms and their access paths will be handicap accessible. The station will include a circular driveway, a passenger drop- off area, hitching posts for horses and buggies, parking for about 30 cars and a bus-waiting and drop-off area.

Book Reviews: Railroads in the United States

The station will be served by RRTA buses. A pedestrian walkway from the eastbound Amtrak platform will connect to another new platform that will serve Strasburg Rail Road. Officials hope the new station will boost tourism as it will enable anyone with access to Amtrak to visit Railroad Museum of Pennsylvania in Strasburg and other sites. A trip could be made entirely by train, with the last 45 minutes aboard America's oldest short-line railroad.

Although the county has not received in writing Amtrak's commitment to serve the new station, which is required, Glisson said it doesn't appear that will be a problem. Construction should be completed by December , Glisson said. Valley Forge Labs is currently responsible for the design and construction oversight of the new rail station at Paradise, PA on Amtrak's Harrisburg Line.

The project involves design of the station facilities including eastbound and westbound platforms and parking facilities for approximately 30 vehicles. Special attention is being afforded in the areas of accommodation of transit buses, ADA requirements and pedestrian facilities.

Both low level and mini-high level platforms have been incorporated in to the design. The station will provide important local connections to both Harrisburg and Philadelphia where the traveler can access the entire Amtrak system. The station will also serve as the terminus of the Red Rose Transit Authority's Route 14 Transit line linking the station with the historic Amish country, the Lancaster outlet area around Rockville Square and the City of Lancaster, itself. The parking facilities have been designed to incorporate and bus turn-around loop for the Route Eventually, the station will also serve as the western terminus for the Strasburg Railroad's steam passenger train service "The Road to Paradise" , providing a rail link to the historic Strasburg area and the Pennsylvania State Railroad Museum.

Something should be done to preserve them, before it's too late. When I was young man there were industrial museums, history museums, art museums and never the twain did meet. I am happy to say that distinction has blurred and we are all the richer for it. A case in point is my Transfer Table topic for today. Certainly one of the finest industrial museums in the tri-state area is the Railroad Museum of Pennsylvania. Now through April 19 the museum offers an exhibit which combines its work as an industrial museum with the work of an art museum and the work of a history museum.

We are offered a wonderful chance to relive the great Railroad Fairs of times gone by. The term "Railroad Fair" may be a new one to some younger readers. But in my own lifetime they caused excitement and great anticipation. People older than I have even more recollections of these exciting events. They were PR showplaces for railroads. They were circuses. They were many things to many people and literally had "something for everyone to enjoy. The new exhibit has captured the majesty and the allure of Railroad Fairs in a unique and most interesting way. It is done with vintage photographs, booklets, tickets, posters, film footage and many artifacts of those great fairs.

The show will bring back many memories for some and new experiences for others. Just like the fairs whose stories the exhibit retells, there is "something for everyone to enjoy. To the fair goers of those days the railroads were something very special. They had united our country as nothing before had ever done. They were THE way to travel.

All the railroads we had in , in one subway-style map – Greater Greater Washington

They were excitement. They were the stuff of which dreams were made. They were many things to many people. They were a far cry from today! The latter is, of course, much more vivid in my memory. But the exhibition has the stories of many more fairs to tell. It tells these stories beautifully. Of the photos from which museum PR director Deborah Reddig gave me from which to select, I like the one which shows so many facets of these fairs. There is the brass band. The Parade. The special track going by the reviewing stand. The circus tents to protect the reviewing stand.

American flags flying from every post. On and on it goes. Museum Curator Bradley K. Smith put it so very well when he commented that no aspect of railroad history can match the splendor of the great Railroad Fairs. In the era of the Railroad Fairs there were many great railroads crisscrossing America and each wanted to have its time in the sun. Today there are only a few great roads and only one of them carries overland passengers. It is a far cry from the s and the start of the 20th century when railroads had reached the zenith of transportation evolution and were regarded by many as leading the country in the revolution of technology.

Each fair has its own story. With the "Railroads of Tomorrow" exhibit at the World's Fair the Pennsylvania Railroad presented many of its historic locomotives and glimpses into the future. It is interesting to note many of those exhibits are preserved at the Railroad Museum of Pennsylvania and are part of this exhibit. By things had changed drastically. Railroads were on the wane. But they made one more valiant attempt to recreate what once was with the Chicago Railroad Fair. All of those stories and many more are recounted at this exhibit. By Richard E.


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The wording of the title does not mean a track connection to the PRR. Or do we actually only think we know? There are many times when what we think we know, is actually only because we don't know otherwise, or we do not necessarily know all of the true facts. Or sometimes we simply overlook some small part of something relating to a bit of history about which much is already known. A major problem observed in many recent histories about railroad companies is the author often fails to realize railroads in general are so complex and interrelated it is quite often necessary to look beyond the corporate structure and physical plant of almost any railroad to better comprehend its history.

The thought is that it was never intended to be anything else or associated with any other railroad. Nor does it contain enough solid facts to prove a point beyond any reasonable doubt. But there may be enough stated to establish some questions worthy of a far more in depth study. The first item to consider is Wilmington's railroad tycoon, Col. His ties to the PRR are not known to have been especially strong, but they did indeed exist, and there is enough known to generate some interest. But to understand the origin of the connection Col.

At one time, Col. McComb certainly would have become acquainted with Thomas A. Scott of the PRR. Scott was also the President of the Union Pacific. Although the President of the Union Pacific, Mr. Part of the time period was when Col. It was the PRR stockholders resistance to further expansion causing lower dividends which forced the formation of a Stockholders Investigating Committee in The committee report resulted in the grand plan for the Mississippi Valley line to be abandoned by the Pennsy management.

McComb was definitely not to be considered as one of the PRR's major stockholders. I can only account for shares of PRR stock in Col. He had also invested in the stocks and bonds of a long list other railroads. Perhaps it may come as no surprise the Eastern Shore Railroad was eventually dominated by A. There were no rules against acting on inside information back in those days, it was an accepted practice.

The Directors of Col. McCullough, 1st. Vice President of the same PRR company. The purchase of a large tract of pine barrens from Thomas A. Scott by Col.

Railroad History and Modeling

The southern railroads supposedly controlled by Col. McComb had gained control of the mile long Mississippi Central Railroad in , then with his "associates" formed the Southern Railroad Association and turned their attention to acquiring the stock of two other railroads. When the railroads were operated as one railroad, they formed a through route from New Orleans to East Ciaro, Ky. McComb" having a capacity of 12 cars. McComb and the Southern Railroad Association and continued to do so, which proved to be a mistake on their part. Several of those eastern lines were incorporated into the Southern Railroad when that system was later formed.

That is why there were still a few antique Altoona built, PRR standard, type locomotives still on the Southern Railway roster well into the 's. When Col. McComb was talking of building a new railroad line between Philadelphia and Baltimore, using the Delaware Western Railroad as the basis on which to start building the line, he made many business trips to Philadelphia. He also made several one day trips to New York. Most of the trips were to visit the well known financiers of the era in both cities. Many of them were also personal friends of Col. McComb who was considered the wealthiest man in Wilmington at the time.

But some of Col. This may be verified by the entries found in the personal diary of Col. McComb for Newspapers of the late 's had no qualms of printing rumors as if they were facts, but an interesting point is the rumors were often more accurate than the supposedly accurate and factual stories, but they did also make mistakes. McComb held about 2, shares of the DWRR stock and he had a partner in Philadelphia who held another block of about 1, or more shares. With that in mind, consider a line printed in one newspaper story regarding Col.

He was Mr. Carter, who was described as a Philadelphia capitalist, but one line in the newspaper story also stated Mr. Carter was "rumored to be operating in the interest of the Pennsylvania Railroad". If the rumor was true, Mr. Carter was simply a front man for the PRR, much as Col. McComb had been with the earlier venture into the Mississippi Valley railroads. That is all very interesting.

Layout Tour: Dick Bradley's Pennsylvania & Maryland

And remember, at the time the PRR did not yet have any known presence in the Wilmington area. Note from the dates Mr.

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There were many problems due to the Philadelphia railroad yards and harbor both being very congested. Two towns were seriously considered for the location to develop the proposed coal port, New Castle and Delaware City. The tail of the "C" St. The coal pier was to have another purpose besides exporting coal, rather it would be located in New Castle or Delaware City. It was to be used to coal the steamships of the American Steamship Co. The American Steamship Co. As an attempt to eliminate the prevailing confusion over the use of both the original Swedish and the later English spelling and pronunciation of the name for the town and river, the politicians addressed the issue in their typical manor.

An act passed by the Delaware Legislature in made it illegal to spell the name of the river with the second "a", becoming the Christina River and Christiana for the name of the cross roads town which had once been the head of navigation on the river. Bet you can guess how well it worked. As part of the coal port plan, several plans for building new railroad lines were proposed and some lines were chartered, some were surveyed, but none were built. The idea for a coal port was promoted, then died out for a few years and was again revived and promoted.

With the exception of the middle pier in the Battery Park area and the one by the iron company, all of the piers extended out to the Port Wardens Line. The Port Wardens Line was not established quite as far south as the iron company pier, ending at about the north edge of that property. It also permitted a branch line of not over four miles in length from the state line above Yorklyn to Kennett Square. They were numbered 1, reportedly a switcher, but about which nothing is known, and numbers 2, 3 and 4. Those three were all type locomotives built by Baldwin in , with 12"x 22" cylinders and 57" drivers.

Locomotive number 4 was replaced by the DWRR in with second number 4, a somewhat larger Baldwin built with 16"x 24" cylinders and 52" drivers. The normal traffic on the DWRR had been light, but there was an optimistic reason for getting a larger and more powerful freight locomotive. There is another question which arises here, did the DWRR freight train crews actually pick up some of those trains from the PRR main line interchange at Pomeroy, not at Landenberg?

We may also consider A. McComb's ledgers show he had invested in a block of the Eastern Shore Railroad stock. The PRR wanted to test the Pomeroy line but if the PRR had operated the trains it would have tipped the public to what was being considered and the real estate prices would have increased to inflated values on any land needed for the coal port project. There are letters in the PRR records for other projects where the PRR ordered the surveyors to stop working until additional land had been quietly obtained so the prices did not rise because the railroad wanted to use the land.

Land speculation drove up the land prices in Delaware City to the point where it was a factor in eliminating the location for the coal port and those who had invested heavily in buying up land suffered severe losses on value of the land they had purchased. It was reported in the newspaper many of the DWRR trains had to be double headed when going south from Pomeroy and that would account for the DWRR buying the heavier locomotive for freight service.

It was all part of an interesting picture, but one in which some facets of the picture are almost contradictory. There had been so little traffic the PRR first suspended all operations on the line south of Landenberg, then on all of the line from Pomeroy to Newark. The track on the entire line was in very poor condition, out of surface and out of gauge, derailments had been a frequent occurrence.

But very shortly after the poor track conditions were reported was when the Chester County newspapers reported the Delaware Western trains from Wilmington were operating through from Landenberg to Pomeroy with heavy traffic. Considering the PRR, such blessing would not very likely have been given by their management without some type of special interest or some financial stake in the DWRR. Both railroads had too many grades and too many curves to efficiently move heavy trains. Neither of the two small railroads had the larger motive power needed to properly move such heavy coal trains.

But it seems the idea was also intended to have been somewhat of a secret, and making the track improvements and the use of PRR locomotives would have tipped the public as to what the PRR was doing. A similar element of secrecy was the reason little was known of the dealings of Col. The same newspaper also states there had been a Mr. McComb for control of the Delaware Western Railroad".

Had the PRR made some kind of a deal with Col. The Wilmington newspaper did make one error in reporting the story on the dealings of Col. Courtesy Seashore Trolley Museum Library:. Brill Co. Seen here probably on the. A route from Mosher's Corner to Gorham Village was laid out and construction began.

On June 21, , the first electric car entered the village, followed on June 26 by another car carrying a party of about 30 Eastern Starr members and one Railroad Commissioner.


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  • Regular service followed. Courtesy Osher Map Libray :. Title: Construction at Electric Road. Title: First Car on the Electric Road. Home on left is at 48 Main Street, Gorham Waterman Glass Plate Negative Collection. Title: Main Street Winter A busy day in Gorham, ME as five bench open trolley. These challenges were part of what caused delays in construction. By early July of , rails had been laid from Westbrook to Mosher's Corner and overhead was being erected. Early in August, the first trolley car was tested on the line.

    The grand opening in South Windham took place on August 17, Louis, MO for the. An open trolley car in South Windham. The sign reads, J. Passengers traveling on trolley cars heading to and returning. Westbrook to access parts of Portland would travel. Seen here is the intersection of. Brighton Ave. Woodford Street is on the left of the gas station. The trolley. Half of the original electric trolley car fleet of the Westbrook,. Thank You. Inside the Donald G.


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